Train-stop device.



H. II. NEVENS.

T'RAIN STOP DEVICE. APPLICATION FILED APH. I2, |912.

i ,Y 1 '74,02 1 Patented Feb. 29, 1916.

THE COLUMBIA. PMNOGRAPH vC0.. WASHINCI'ION D. 'C.

UNrTnn sTaTEs PATENT onirica.'

HERBERT R. NEVENS, F HARTFORD, CONNECTICUT, ASSIGNOR TO NEVENS-WALLACE TRAIN CONTROL COMPANY, A CORPORATION OE MASSACHUSETTS.

TRAIN-STOP DEVICE.

Specification of Letters Patent.

Patented Een. 2e, 191e.

Application led April 12, 1912. Serial No. 690,448.

To all 'whom z'z may concern:

Be it knownthatI, HERBERT R. NnvnNs,

, brake setting devices for railroad trains and like vehicles, and particularly to the actuation of air brake systems as employed by railroad trains.

My present invention consists of certain novel features of improvement for the devices set forth in my prior application Serial 110.1334010, filed June 19, 1911.

The object of mypresent invention is to provide for the more rapid actuation of the trippingl mechanism and the improved operation of the air brake system at different speeds of the train to secure dierent degrees of brake application.

The principles of my invention will be more fully set forth in the specification which follows. In that specification I shall discuss more particularly a form of mechanism embodying my invention which I have found highly efficient.Y This form I have shown in the drawings, employing same reference numerals throughout specification and drawings to indicate corresponding parts.

In the drawings: Figure 1 is a rear view of a truck equipped withl my invention; Fig. 2 is a plan View of a portion of the same, and Fig. 3 is a sectional'view of the portion of the apparatus shown in Fig: 2.

That portion of my device involved 1n my present invention, shown in the drawings.

above referred to, Vcomprises brackets 1 which may be suitably attachedto the .truck frame, and having bearings 2, in which a shaft 3 is rotatably mounted. On each end of the shaft 3 is set an adjustable tripper-arm 4, so positioned as to lie exactly behind the wheel W over the track T. This tripperarm 4 is to be actuated by any suitable tripping device, such as 'is illustrated in my rior application above mentioned.

On the shaft 3 is xed a pinion 17 which meshes with a smaller pinion 18v loosely mounted on a stud 18. The pinion 18 carries a larger pinion 16 which is geared back on to the smaller pinion 15 loose on the shaft 3. The gear train 17 18, 16, 15, therefore constitutes a speeding-up set so thatlupon the rotation of the shaft 3 by the movement of the tripper 4, the loose pinion 15 will be given a very rapid rotation.

Slidably mountedon the shaft 31s a cam` member 8and between the kadjacent faces of this cam member 8. and the pinion 15 are suitableV clutch teeth 14. "The cam member 8 has a rise 12 followed by 'a drop 12 which' in turn is succeeded by a second rise 13 of slightly larger` radius. f

The valve stemV operates a valve V in the air brake system. The slide 8 is actuated by a `centrifugal set consisting of weighted members 7 coupled by pivoted links 7 These links at one end are pivoted to the slide 8 as indicated at 8 and at the opposite end to a sleeve 20, rotatably held between two fixed collars 21. The collars 21 are held on thev shaft 3 by a set of screws 21.

Within the shaft 3, which is hollow for a portion ofits length, is a `setting rod 11 which has itsend 11 exposed within the open end 2 of one ofthe tripper hubs 5,. When the slide 8 is thrown Lthe end l1 is protruded from the hub 5 and the device can be reset by pushing infon this rod.

Spiral springs 6 are disposed about the shaft 3 and fastened'on one end to the brackets 1 and at the other end to the tripper hub 5 kso as to return the tripper arm immediately to its normalverticalposition.

The operation ofmy device isl as follows: When 'the tripper-arm 4 is struck by the tripping mechanism, the speeding-up gear train 17, 18, 16,15, is rotated to give the slide member 8 a rapid rotation which actuates the centrifugal member 7 and causes the links to buckle as the weights 7 are thrown out. This draws .the slide toward the sleeve 20 to a greater or less degree. If now the train has been approaching at reasonable speed, or cautiously, the slide 8 will be moved by the centrifugal-system 7 just sufficiently to move the cam rise 12l past the valve stem V. This opens the air brake system a slight amount in order togive a service application of the brakes. In such an application of the brakes, it is desired however that the system be again closed so as to retain a greater amount of the pressure. r In this actuation, therefore, kthe adjustment is such that the valve stem V riding over vthe, canirise .12 will reach. the

depression 12 which will again permit the closing of the system. On the other hand, if the train is running at full speed, thev actuation of the tripper 4 will be more violent and the rotation of the slide' 8 will be more rapid, thus throwing the ball? farther away from the center and drawing the slide 8 quickly on to the rise 13 which gives the emergency application and holds thel air system open to assure the completion of the setting of the brakes as sharply as possible.

Illliile I have discussed and claimed my invention in the terms of its application to the present railway system, it will be understood that it may be applied to any systemy of this nature and that tlie'terms employed should be so construed.

Various modifications may obviously be made in the form of my device shown and inthe manner of connection and operation, all without departing from the spirit of my invention if within the limits of the appended claims. i

Vhat I therefore claim and desiie to secure by Letters Patent is:

l. In combination with the air brake system of a railroad train, a device operatively associated therewith independently of ther engineers valve of said system and includingl means for opening said system to a greater or less degree, means for holding said system open when opened. to a greater degree, and means for closing it when opened to the less degree.

2; In combination with the air brake system of a railroad train, means for opening said system to a greater or less degree, means for holding said system open when opened to the greater degree, means for closing it when opened to the less degree, tripping vmeans mounted on the train for effecting said actuation located behindy a wheel, and means for governing said actuation according tothe speedy of the train.

3; Inv a devicey for automatically setting air brakes on a railroad train the combination of a valve for relieving the pressure on the train line pipe, a cam member comprising areas for opening and closing said valve for service application and an area for opening and holding open said valve for emergency application, a centrifugal' device, operative connections between said centrifugaly device and said cam member for operating the latter, and means for imparting to said centrifugal device a rotative tendency.

4. In a device for automatically setting air brakes on a railroad train the combination of a valve for relieving the pressure on the train line pipe, a shaft, a centrifugal device on said shaft, a slide on said shaft having areas for opening and closing said valve@ when actuated toa less degree and for opening said valve and holding it open when actuated: toa greater degree, op-

erative connections between said centrifugal device and said slide for operating the latter.

5. In a device for automatically setting air brakes on a railroad train the combination of a valve for relieving the pressure on the train line pipe, a shaft, a. centrifugal device on said shaft, a slide on said shaft having means for opening and closing said valve when actuated to a less degree and for opening and holding open said valve when actuated to a greater degree and operative connections between said centrifugal device and said slide for operating the latter, and a tripping arm on said shaft and located behind a wheel for imparting to said governor a rotative tendency.

6. In a device for automatically setting air brakes on a railroad train the combination of a valve for relieving the pressure on the train line pipe, a shaft, a centrifugal device on said shaft, operative connections between said centrifugal device aiid said valve for operating the latter, a tripping arm on said shaft and located behind a wheel for imparting to said centrifugal device a rotative tendency, and a speeding up gear train operatively interposed between said tripper and said centrifugal device.

7. In a device for automaticallyl setting air brakes on a railroad train the combina-y tion of a valve for relieving the pressure on the train line pipe, a shaft, a cam slide on said shaft, a centrifugal device on said shaft, operative connections between said centrifugal device and said slide for operating the latter, a tripping arm on said shaft and located behind a wheel for imparting to. said centrifugal device a rotative tendency, a speeding up gear train connected' to said arm and a clutch between said gear:

train and said slide.

8. In a device for automatically setting air brakes on a railroad train the combination of a valve for relieving the pressure on the train line pipe, a shaft, a cam slide onsaid shaft, a r4centrifugal device on said shaft, operative connectionsl between said centrifugal device and'said slide for operating the latter, a tripping arm on said shaft and located behind a wheel for imparting to said centrifugal device aV rotative tendency, a speeding up gear train operatively interposed between said arm and said centrifugal device connected to said arm, and a clutch between said gear train and said slide.

9. In a brake setting device, a centrifugal device rotatably supported on the train, a trip member movably supported on the train, a speeding up gear train operatively connected to said centrifugal device and actuated by said trip member.

10. In combination with a car brake system, a brake setting device comprising a centrifugal membenanactuating dev i,fl 913,130

the brake system associated with said centrifugal member so as to be proportionately operated thereby, and .means operable eX- teriorly of said car for imparting to said centrifugal device a speeding up rotative tendency.

11. In combination With the air brake system of a railroad train, a device governed by the speed .of the train for its degree of actuation, said device including means for A opening said system to a greater or less degree, means for holding said system open when opened to a greater degree, and means for closing it when opened to the less degree.

l2. In combination with the relief valve of a braking system, an externally actuated 13. In combination With the relief valve of a braking system, an externally actuated trip member, a centrifugally acting control mechanism for actuating said valve in proportion to the train speed, and means positively connecting said trip member and control mechanism.

14. Automatic air brake mechanism for railroad trains comprising vyielding tripping means adapted to be applied to the rail tread, and means on a train operable by said tripping means for causing the application of the brakes, said train supported means located over the rail and behind a Wheel.

In testimony whereof I afix my signature in presence of two Witnesses.

HERBERT R. NEVENS. Witnesses:

JOSEPH BARR, P. W. LYoNs.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patent,

Washington, D. C. i 

